Method of and apparatus for controlling the speed of fluid-actuated engines



June 19,1928. Y y ns1-Hon oF AND PSE/um- VIELE US FOR CONTROLLING THE SPEED OF FLUID ACTUATED ENGINES Filed Feb; 2. 1925 Patented June 19, 1928.

SYLVESTER M. VIELE7 OF ALTOONA. PENNSYLVANIA.

METHOD OF AND APPARATUS FOR CONTROLLING THE SPEED F FLUID-ACTUATED` ENGINES.

Application led February Diiiiculty has been experienced in controlling fluid actuated engines subjected to such Service as are the engines driving the generators for head-lights of locomotives. Here the high speed engine is desirable and highpressure steam is usually used. Various devices have been designed for controlling the speed of such engines but there are disadvantages as to most7 it not all, or such devices. (lne of the difficulties has been the proper lubrication of the communicating' parts of the speed sensitive mechanism under conditions of service. Other devlces giving less diliiculty as to lubrication are not economical. In carrying out my present invention I utilize the exhaust pressure as an element in controlling the speed and control the exhaust pressure through a speed sensitive mechanism which accomplishes its function without a rubbing contact between the rotating parts and stationary parts. Thus I am able to avoid the lubrication troubles which have been heretofore encountered. ln carrying forward my invention, particularly in the line of economy, I utilize the variations of exhaust pressure ior controlling the inlet passages so that while the functioning of the device is dependent upon the exhaust pressure the actual control is accomplished through the control of the inlet.` As a feature of my invention I house therspeed sensitive mechanism within the steam passages themselves and this, partielllarly in relation to a turbine avoids the necessity for glands or packing between the speed sensitive element and the control valve. Thus a very sensitive and lighter mechanism may be used. Other features and details of the invention will appear from the specification and claims.

The apparatus forming the subject matter of the invention and by which the method may be accomplished is illustrated in the accompanying drawings as follows r* Fig. 1 shows a side elevation, partly in section, of a head-light engine.

Fig. 2 a section ot' a portion of the mechanism on the line 2-2 in Fig. 1.

Fig. 3 an enlarged view of the controlling mechanism, the section being similar to that shown in Fig. l.

Fig. 4 a section on the line 4`4 in Fig. l. l marks the trame. This has the gen- 2, 1925. Serial N0. 6,343.

erator trame extension 2 at one end and the exhaust chamber shell 3 secured to the opposite end. The control valve body 4 is Secured to the end of an exhaust chamber shell 3. A generator frame 5 is mounted on the extension in the usual manner and is designed to furnish current in the present embodiment to a head-light. A shaft 6 cornmunicates movement to the generator and is in continuation with, or coupled with an armatur(` shaft of the generator and is arranged in the ball bearings 7 carried in a web 8 ot the frame. The shaft 6 extends into and is locked with the hub 9 of the rotor l0 ot' the turbine. 11 and 12 mark the nozzle and reversing chamber operating in connection with the rotor in the usual manner. A ycov-er plate 13 is secured between the shell $3 and the frame 1, the bolts 14 exi/ending troin the shell 3 to the frame 1 clamping the cover plate 13 between them. he cover plate has the bearing 15 and this bearing is provided with the usual sealing ,z'roovcs 16 and rings.

The exhaust chamber 17 within the shell 3 receives the exhaust from the rotor. The speed sensitive mechanism .is arranged in this chamber and comprises the trame 18 which is secured to and extends axially from the rotor l0. Centrifugal weights 19 are mounted on the end of the frame. They have the knife-edge pivotal bearings 20 operating in notches 21 provided at the end ot the l'ramc 18. A bell crank extension 22 on the weights engages links 23 which extend from the centrifugal weights to a cross head 24 slidingly mounted ing axially within the frame normally against a shoulder 26 on the stem'. The stem extends through a head 27 and a nut 28 is arranged on the end of the stem securing the head thereon. A spring 29' rests on a seat 18a in the frame and exerts its ]n'cs ure against head 27. This spring forms the centripetal element of the speed sensitive device as opposed to the centrifugal element Yformed by the centrifugal weights 19, these parts operating in the ordinary manner ot cei'itri'tugal speed sensitive devices.

The stem has a forward extension 30 carrying the control valve a. The extension 30 operates through a guide block 18'b carried by arms 18c extending from the and resting frame 18. The valve operates over a valve passage 31 but it is not in its widest range seated.

The operation of the structure where the control of the speed is entirely by the exhaust is as follows: As the engine starts, the centrifugal weights are at their inner position and the valve 30a at its extreme open position. Thus there is no appreciable resistance to the outflow of the exhaust through the valve opening and consequently no reduction of speed of the engine incident to the choking of the exhaust. If, however, the speed rises` abolir that desired the speel sensitive element through the preponderance of force of the weights operates to close the more l s. this creates back pressure of exhaust with a consequent reduction in speed ot the engine. It will he noted that this is accomplished without contact of rotating parts ol the speed sensitive device and the stationary parts of the frame, in this instance the valve seat. In the mode of controlling the speed as far as described, there is. of ro. ive, si are or less loss due to the choking of the exnuust in accomplishing this control. In order to minimize the loss I prefer to supplement the control of the exhaust and utilize the variation in exefust to control the steam supply. Whse this is done a very will r le oi' control may "isle, accomplished with a v small change in the exhaust pressure and consequently with very desirable econo The exhaust paf sleeve 32, chamber n sleeve has a cylindrical parl 3?) forming a sliding fit with :i bushingv 34. the bushing being screwed into th:` end ol' the shell 3. The sleeve 32 terms the restricted valve opening 3l and is subjected to the exhaust pres-sure on the cir li g im '1 "per atmospheric pressure un the discharge side. Springs 35 resist the ozll'wzrd movement of the sleeve in response to increases in pressure. A stop ring 36 is p vided at the inner end of [he l. :uf its inward movement under the action of the spring and the shoulder 86 limits the outward movement ot the sleeve ln order that the full area of the sleeve may be subjected to the differential pressure as between the exhaust and atmosphere openings 37 are made through the shell of tha sleeve haci; of the restricting iur'e nl he inner end of the sleeve.

As the pressure builds up in the exhaust chamber the sleeve moves outwardlv and this is utilized to control a supplv controlling valve. stem tis extends from contact with a spider 38 at the inner en fil1 the sleeve through a guide hushing 39 iu the supply control valve holly l :ii-l oper. against a hall valve 40 operating on a seat 4l. The valle 40 is carried in a guide 42.

um wir Filleam is admitted through 'trom anyY convenient source passes to an annular ehamher 44 in the body 4 and from this annularI chamber by radial openings 45 and an axial opening 46 in a litting 4T to the valve and from this valvi` b v way of a passage 48 to the nozzle. The fitting 47 has a screw-threaded projection 4l) by means ot which the fitting may be adjusted and locked in adjustment by a nut 5u. A cap 5l closes the end of the body.

ln the operation ol" the device when the engine starts and reaches a speed creating some exhaust pressure the valve 30a is moved under the inlluenee ot the weights 19 and; the floating sleeve is also moved under the influence of the pressure, thus actuating the inletsupply valve. The supply valve through the adjustment of the fitting 4T is so adjusted that the sleeve will reach a position with relai ion to the valve 30 positioned by the speed sensitive device under the desired speed to place the supply valve at a position supplying the necessary steam to ellewr the desired speed. The floating valve is very sensitive and accomplishes the control of the supply valve with a very slight variation in the exhaust pressure and the exhaust pressure is controlled with extreme sensitiveness by the exhaust control valve and the speed sensitive device.

lt will he seen, therefore, that the speed sensitive device accomplishes this control without Contact ot'. the high speed rotating parts4 of the engine with relatively stationary parts forming a part of the control. The exhaust prevenire is made to eorrespond to speelt changes and then used as a factor of conlrol. lj.' s;ipplenn-nling the exhaust control with a steam supply control responsive to exhaust pressure the retarding of the exhaust is minimized so that. the control is efficient as to steam consumption. The mounting of the speed sensitive device wholly within the steam passages avoids the carrying` of the movement of the speed sensitive devices through the walls of the passages anll thus avoids undue 't'riction and thus permits of a very sensitive mechanism.

Ditliculty is sometimes experienced with devices of this type through the breakage of some of the speed controlling members permitting the running away of the engine with a consequent injury to the parts. In the present device should the spring break it would result immediately in the slowing down of the engine rather than the speeding up and, therefore, the construction has this element of safety.

What I claim as new is l. The method of controlling the speed of Huid actuated engines which consists in varying the exhaust pressure throughout a working range of pressures in response to the passage 43 of supply and lli) speed changes of the engine and controlling the Working speed of the engine through variations in the exhaust pressure.

2. In a fluid actuated engine, the combination of means of applying an actuating fluid thereto and exhausting the same therefrom comprising inlet and exhaust passages through which the fluid passes; and a centrifugal speed sensitive device having its members within the exhaust passage varying the exhaust resistance to vary the speed of' the engine.

In a fluid actuated engine, the combination of' a turbine rotor; means of applying an actuating' fluid thereto comprising passages through which the fluid passes; and a centrifugal speed sensitive device having its members within the exhaust passage varying the exhaust resistance to vary the speed of the engine.

4. In a fluid actuated engine, the combination ot means of applying an actuating fluid comprising an inlet passage and an exhaust passage; devices sensitive to the speed o t the engine varying the exhaust pressure; and mechanism responsive to exhaust changes` varying the inlet passage.

5. In a vfluid actuated engine, the combination of means of applying an actuating fluid comprising an inlet passage and an exhaust passage; devices sensitive to the speed of' the engine and arranged Within the exhaust passage varying the exhaust pressure; and mechanism responsive to exhaust changes varying the inlet passage.

(l. ln a. fluid actuated engine, the combination of' means of applying an actuating fluid comprising an inlet passage and an exhaust passage; centrifugally actuated devices sensitive to the speed of the engine varying the exhaust pressures; and mechanism responsive to exhaust changes varying the inlet passage.

7. ln a fluid actuated engine, the combination of a turbine rotor; means of applying an actuating fluid to the rotor comprising inlet and exhaust passages; devices sensitive to the speed of the engine varying the exhaust pressure; and mechanism responsive to exhaust changes varying the inlet passage.

8. In a fluid actuated engine, the combination of a turbine rotor; means of applying an actuating fluid to the rotor comprising inlet and exhaust passages; devices sensitive to the speed ot the engine and arrangeffl within the exhaust passage Varying the exhaust pressure; and mechanism responsive to exhaust changes varying the inlet passage.

9. In a fluid actuated engine,'the combination of a turbine rotor; means of applying an actuating fluid comprising an inlet passage and an exhaustl passage; centrifugally actuated devices sensitive to the speed of the engine varying the exhaust pressure; and mechanism responsive to the exhaust changes varying the inlet passage.

10. In a fluid actuated engine, the combination of a turbine rotor, means of applying an actuating fluid to the rotor comprising an inlet passage and an exhaust passage; an exhaust valve arried by the rotor; speed sensitive devices actuating the valve; a floating valve member operating with the exhaust valve; and an inlet valve cont-rolled by the floating valve member.

l1. In a fluid actuated engine, the combination ot a turbine rotor; means of' applying an actuating fluid to the rotor con'iprising an inlet passage and an exhaust passage; an exhaust valve sensitive to the engine speed; a floating valve member operating with relation to the exhaust valve; and an inlet valve controlled by t-he floating valve member.

l2. In a fluid actuated engine, the combination of a turbine rotor; means of applying an actuating fluid to the rotor comprising inlet and exhaust passages; a centrifugally actuated speed sensitive device rotating with the rotor; an exhaust controlling valve controlling the flow of the exhaustI carried with the speed sensitive device; and a nim-rotating valve member operating with relation to the exhaust valve.

lll. 'l`he method of controlling the speed of fluid actuated engines Which consists in varying the exhaust pressure of' the exhaust in response to variations of speed and vary- .ing the supply of fluid to the engine in response to variations in exhaust pressure.

i-t. ln a fluid actuated engine, the combination ot means ofl applying actuating fluid and exhausting the fluid from the engine; and devices acting on the exhaust controlling the speed of the engine comprising speed sensitive means having a centrifugal member actuated by the engine and a centrifugal member. said means being adapted to slow the spoed of the engine upon the failure of' one of' said members.

l5. The method ot controlling the speed ol fluid-actuated engines which consists in admitting steam to the engine, varying the pressure of the steam in its passage through the engine in response to variations of. speed and varying the supply of fluid to the engine in response to variations in pressure in the passage.

16. ln a fluid-:actuated engine, the. combiA nation ot means of applying an actuating fluid comprising an inlet passage and an exhaust passage; devices sensitive to the speed of' the engine f'or varying a pressure drop at a point in said passages through which the actuating fluid is passed; and mechanism responsive to such pressure drop varying the inlet passage.

17. In a fluid-actuated engine, the combination of means of applying an actuating a speed sensitive device controlling said fluid comprising an inlet passage and an exvalve; and mechanism controlled by said haust passage through Which the fluid Valve member controlling the inlet of the 10 passes; a valve member, one Surface of engine. 5 which is nearer the. inlet and the other of 'In testimony whereof I have hereunto set which is toward the outlet, said valve memmy hand. ber eii'ecting a pressure drop in the passage; SYLVEST'ER M. VIELE. 

